Radiator cap



Dec. 7, 1937. P. SAUNDERS ET AL 2,101,756

RADIATOR CAP Filed Feb. 24, 1936 Patented Dec. 7, 1937 PATENT orties RADIATOR CAP Laurence P. Saunders and Philip S. Rosenberg, Lockport, N. Y., assignors to General Motors Corpora-tion, Detroit, Mich., a corporation of Delaware Application February 24, 1936, Serial No. 65,207

5 Claims.

This vinvention relates to automobile engine cooling systems and more particularly to an improved filling spout construction.

It is an object of the invention to provide a safeguard against injury by scalding when the ller cap of a closed cooling system is to be removed for inspection or replenishment of the liquid supply.

Coolingr efiiciency can be increased if the sys tem is operated under a slight internal pressure and a pressure can be built up, due to expansion of liquid with temperature increase, if the usual overiiow vent is sealed and all parts iitted tightly against leakage. platedpbut in addition it is proposed to relieve the internal pressure by unsealing the overflow vent prior to complete removal of the ller cap. This will allow the cap to be detached safely and without danger of a surge of hot water or steam spouting out and spraying over everything and everyone close at hand. Not only is personal injury avoided but also damage prevented to the vehicle and especially surface finish where the cooling solution contains an anti-freeze which is also a paint solvent.

The invention will be best understood upon Yreference to the accompanying drawing wherein Figure 1 is a perspective view showing an engine cooling assembly embodying the invention; Figure 2 is a detail sectional View of the filling spout closure structure; Figure 3 is a View taken on line 3 3 of Figure 2; and Figure 4 is a fragmentary view showing the development of the camming abutment which forms a part of a bayonet joint. I

In f the drawing the numeral I indicates a jacketed engine block having an outlet vconnection 3 with the top tank or header 4 of a cooling radiator. A heat dissipating unit or core 5 joins the inlet tank with the bottom outlet tank 6 and the cooling liquid after passing through the cooling unit 5 returns to the engine block through the hose connection l, joining the bottom tank 6 with an -engine driven pump assembly 8 mounted on the front of the engine block I.

As is customary in systems of. this type, the upper tank or header 4 is provided with a filling spout 9 closed by a removable cap I0. A bayonet type lock may be employed between the closure cap I and spout and for this purpose the cap is provided with a central depression I I to which is secured, by a pair of rivets I2,V a locking bar or retainer I3, each end of which is adapted to ride on the underside of a downturned extension That is what is here conteml (Cl. 22o-41) I4 of the inturned flange I5 at the top of the filler spout 9. I

The bottom edge of the downturned flange I4, at diametrically opposite sides, has a cam proiile as seen in the Figure 4 development thereof, and terminates in a depressed seat or notch 2l into which the end of` the bar I3 may snap when the cap has been rotated upon its application tothe spout. A stop or abutment prevents further rotation of the cap. When the cap is thus positioned on the filler spout, leakage is prevented by a washer or gasket ring I9 carried by the cap for engagement with the beaded lateral ange I of the spout. At the opposite end of the camming surface, the ange I4 is cut away in alinement with an axial slot 2| in the ange I5, to admit entrance of the locking bar I3 upon axial movement of the cap. The nose of the flange I4 is rounded as at 29 to facilitate engagement of the bar I3 with the underside or cam surface of the fiange and immediately beyond the nose a secondary seating notch 2B is provided for the locking bar. The notches 21 and 28 afford stations near opposite limits of. retainer bar movement and with the bar in either position the gasket I9 is effective as a seal. In applying the cap to the spout the retainer bar is entered axially in the opening 2| and then turned to bring the retainer bar under the flange I4 and into snap engagement with the final seating notch 21. Removal of the cap is accomplished by a reverse procedure except that it is intended that there should be a slight delay after the cap has been rotated to bring the retainer bar into the secondary seating position. In this position the cap is held against accidental removal in spout closing relation and the engagement of the barin the notch 28 serves as a warning that internal pressure should be relieved before the cap is completely removed.

In order that relief of pressure may be accom,- plished automatically and without any attention, except for the delay in movement of the cap, there is provided a Valved overflow pipe 23 which extends from the top of the spout down the side of the radiator to a remote point where any discharge therefrom will not be harmful. The valve is in the form of a disc 24 of cork, rubber, or the like, mounted upon a spring blade 25, one end of which is secured to the spout as by means of the rivet 2B. This spring blade 25 tends to hold the washer 24 off its seat as is shown by the dotted lines in Figure 3 and it is adapted to be sprung to the full line position shown, upon its engagement by one end of the locking bar I3.

The location of the overflow valve in relation to the seats 21 and 28 is such that the valve is closed whenever the bar engages the seat at the nal limit of its movement to lock the closure cap in position. Therefore, in the normal operation of the cooling system the overflow vent is closed `and the system operates under internal pressures as may be built up with temperature increases.

This not only increases cooling efliciency by re-v ducing the tendency of the liquid to vaporize but also prevents the escape of vapors and, therefore, conserves liquid supply. However, as soon as the cap is rotated for its removal, the locking bar I3 moves out of engagement with the spring blade 25 and the valve is unseated for the relief of internal pressure through the overilow pipe before the cap seal is broken and during the momentary interval of delay with the bar in the seat 28. After pressure is relieved and the cap has been rotated to its opposite limit, it maybe lifted for passage axially of the bar I3 through the oppositely disposed openings 2I.Y f v Thus it will be seen that the engagement of the flange I4 with the locking bar I3 is such that there is little danger of the cap being immediately oi' unintentionally freed upon initial movement in its removal, and the secondary seat provided keeps the capA from being blown off the spout by reason of internal pressures. With the relief of' pressure through the overow, the likelihood of liquid or gas spurting out theI ller to do harm is minimized.

We claim.:

1. In an engine cooling system, a filler spout an overilow pipe leading therefrom, a spring plate carried by the spout and adapted for deection to close the overiiow pipe, a spout closure cap having a locking bar, and a camming abutment for engagement with the bar upon rotation of said closure and having spaced stations between which the bar is movable in locked relation With the spout, one of the stations being positioned in relation to said spring plate that one end of the bar engages and deects the plate to close the overow pipe.

2. The combination with a filler spout and a removable closure therefor, of a vent pipe, a valve to close. said vent pipe, spring means tending to open the valve, means carried by the closure to lock the valve closed against the opening tendency of said spring means and means for adjusting the closure on the spout prior to complete removal to render said locking means inoperative.

3. In an engine cooling system, a spout closure having a latching bar, a filler spout having spaced seatswith either of which the bar is engageable to retain the closure on the spout, a

vent, and vent sealing means adapted to be locked by the bar against unsealing when the bar is engaged with one of said seats and to open the vent when the bar is engaged with the other of said seats.

4. In an engine cooling system., a spout closure having a locking bar, a spout having a latching formation with initial and final seating stations for engagement by said bar, vent means and a vent controlling valve movably supported by the spout in the path of said bar for actuation between open position when the bar is in its initial seating station and closed position when the bar is in its iinal seating station.

5. In an engine cooling system, a ller spout having a vent pipe, a valve movably supported by the ller spout and adapted to seal said vent pipe, a removable spout closure adjustable on the spout and valve actuating means carried by the closure for engagement with the valve to seal or unseal the same by adjustment of the closure on the spout.

LAURENCE P. SAUNDERS. PHILIP S. ROSEN'BERG. 

